Engine mounting



H. F. SMITH ENGINE MOUNTING Filed May 11; 1922 3 Sheets-Sha'ot 1 July 20 1929. 1,593,195

'1 all vJuly 20 1926.

, 1,593,195 H. F. SMITH ENGINE MOUNTING Filed May 11, 1922 s sheets-shut 2 Q Mi M 272237255 E5 JZZ/EZFTDF H. F. @METH ENGINE MOUNTING Filed May 11, 1922 3 Shets-$heet 5 -E QZJIM I I flffurzzegr ill) Patented July 20, 1926.

UNITED STATES nanny 1 sivirrn, or DAYTON, onto, assrenon TO run one nnsnnncn COMPANY, or DAYTON, care, A oonroimrron or OHIO.

ENGINE MOUNTING.

Application filed May 11,

This invention relates to certain improvements in engine construction, and more particularly to certain improvements in the mounting of an engine.

lVhile this invention is applicable to any type engine, it is, perhaps, peculiarly adaptable to an internal combustion engine. comprising one element of a power generating set. such as a combined gas engine and electric generator. Whereas it has been the practice in the automobile industry, both with passenger cars and with trucks, to use a high speed internal combustion engine which is of comparatively light weight per horsepower; it has been, on the contrary, the very general practice, in stationary power plants, to use internal combustion engines ol comparatively slow speed and, therefore, of considerably greater weight per horsepower. The engines forming elements of such stationary power plants have been, therefore, as a general rule, large and comparatively cumbersome, and of a speed, ranging from perhaps 300 R. P. M. in engines of horsepower, down to slower speeds, depending on the size; as compared with speeds Of 900 R. P. M. up to 1200 to 1.500 ll. P. M. in the automobile type engine. Slow speed stationary engines, of the kind heretofore generally used, are generally arranged so that the infrequent adjustments of the :anl shaft bearings, the connecting rod bearings, etc, may be taken care of by renuwing cover plates, and the like, giving access to these parts. But in the lighter, high speed engines of the automobile type this cannot ordinarily be done, for such engines are designed, generally, with the lower portion of the crank case ren'iovable to give aet u to the crank shaft, the connecting rods, the pistons, and cooperating parts. 'lhisis a generally satisiactoiy arrangement where the engine is mounted as in a truck, for it is readily accessible from beneath. Where an engine ot' this sort, however, is used as the power generating element of a stationary power plant, it is mounted upon a stationary base plate, or other similar supporting member, and therefore the removal of the lower halt ot' the crank case may not be easily eli'ected without tearing down the whole engine mounting, and even it the lower half oi the crank case could be easily removed ready access to the crank shaft, connecting rods and bearings would not nec- 1922. Serial No. 550,079.

essarily follow. This is quite objectionable and the principal ob ect of this invention is to so construct an engine, of this character,

and its associated piping and the like, and

to so mount that engine with relation to the base upon which it is supported, that ready access may be had to the crank shaft, c011- necting rods and the like with the minimum of effort and with the disturbance of a very small number of parts.

G ther objects, and advantages will be apparent from the description thereof, set out below, when taken in connection with the accompanying drawings.

In the drawing, in which like characters of reference designate like parts through the several views thereof;

Fig. 1 is a side, elevational, view of an engine of the character described, with certain parts thereof broken away and shown in section, to more clearly illustrate the invention;

Fig. 2 is an elevational view at right angles to the view shown in Fig. 1, looking in the direction of tne arrows, with the engine in the normal position, that is the position occupied during regular operation of the engine;

Fig. 3 is a view corresponding to Fig. 2,

but with the engine shown as positioned for giving access to the crank case, the crank shaft, connecting rods, etc, associated thereith;

Fig. is a view similar to F 2, but look ing at the engine from the opposite end, part oi the mechanisn'i being shown in section in order to more clearly disclose the invention thereof; and

fi 5 is a fragmentary sectional view showing, in detail, a coupling within the exhaust pipe.

As stated above this invention is appli- "able to any type of engine, but it is obviously more readily applicable to engines of CUIllpfll'fltlVGlY small size than to the bi and massive engine constructions which are incorporated in those engines of bigger size, say several hundred horsepow-i-u up; although the invention may be applied to any type ct engine, regardless of its size. For purposes of description, however, and as illustrating a preferred embodiment of the invention, the engine shown is a tour cylinder internal combustion engine, of a type quite widely used in automobile trucks, this engine being designated generally by the unineral 10. Since the specific construction of the details of the engine, such as the pistons, connecting rods, anc, crank shaft arrangement, the valves and operating mechanism therefor, and the like, is of no particular importance so far as this invention is concerned, the engine is shown somewhat diagrammatically, and very largely in outline. This particular engine ho i the four cylinder type, and is provided with an inlet pipe and manifold 11, an exhaust manifold and pipe 12, a gas supply pipe 13, through which gaseous fuel, such as natural gas, producer gas, or the like is introduced to a mixing valve 14, which may be of any conventional construction and which functions in place of the carburetor ordirarily used with liquid fuels, air being adv. d throughthe pipe 15, the resulting: comb 4 tible mixture passing into the cylinders the desired way, through the inlet n fold 11, to cause operation of the en no. The pipe 15 also serves as a priming pipe for startingthe engine, where it is operating upon gas, gasoline or other suitable priming fluid being introduced thereinto for starting so that a mixture of air and priming fluid is drawn in through the mixing valve 11 which is so constructed that the fuel supply pipe 13 may be entirely disconnected from the inlet manifold or partly connected thereto at the same time thatthe pipe 15 is connected thereto. Of course where it is desired to operate con tinuously upon a liquid fuel such as gasoline, a suitable carburetor should be used in place of the mixing valve. This inlet pipe 13 is provided with a conventional sleeve union 20, the details of construction of which are not shown since it may be of any desired character so long as it is readily detachable. As shown proper manipulation of the union sleeve will either entirely disconnect the two sections of the pipe 13, or vill cause'them to be connected together with a tight joint,

The type of engine shown is of the water cooled variety the cylinders being provided with the conventional water jackets, water icing introduced to these jackets, in the arrangement shown. through the pipe from any suitable source of supply. The pipe 25 opens into the pipe 26, one end of which is connected to the water manifold 27, which opens into the top of the water jacket of the various cylinders, while the other end is connected through the pipe '28 to the lower end of the water jacket of the cylinder block. Leading off from the pipe 26 is the over-- fiow pipe 29, the free end of which is positioned to empty into the discharge pipe 30. The construction just described may be used, where there is an abundant supply of water for cooling purposes, in place of the conventional radiator, In this construction the valve 31, which controls the flow of water through the pipe is set to permit the flow of a predetermined quantity of water through the pipe into the cooling system of the engine, the usual pump, IlOb shown since it is of any conventional character and tinuously added to the cooling system may he so regulated as to give any desired cool- I 11 I V mg effect. Where a radiator is used this part ofthe system can be entirely dispensed with. the radiator being connected to the top and bottom of the cylinder jacket, as is the conventional practice, the heated water be ing circulated from thejaclret to the radiator where it is cooled and then caused to flow back into the jacket. T 1e pipe is provided with a detachable coupling 32, which R is shown, diagrammatically, as of the con-- ventional sleeve union type, so that the two sections thereof may be readily disconnect-ed to disconnect the engine from the main portion of the pipe 25. And where a radiator is used there should, preferably, be a detachable coupling in each of the pipes connecting the radiator to the water jacket of the engine; though'if desired the radiator may be attached so as to move with the engine as it is rolled over.

The engine may be supported in any suitable manner but it is preferably mounted upon a bed or base plate 40 which is shown as a rectangular cast iron member having an upstanding standard 41, attached to the base member, at one end thereof by any suitable means, the means being shown as bolts of conventional character. This standard is adapted to support the front end of the engine, and is provided with a pas in therein, which, when the engine is in as sembled position, receives the extension or projection l3. carried by the engine, and preferably substantially coaxial with the crank shaft of the engine. is shown this extension 43 is connected to the engine by means of a base 4-4, which cooperates with the correspondingly shaped face upon the engine and is held tightly connected thereto by means of stud bolts 45. A set screw to is so mounted within a threaded passage in the standard ll that its end may be forced into contact with the inen'iber 4:3 to lock that member and the standard a l against movement relative to' each other.

The rear end of the engine has attached thereto a circular ring, or detachable flange, 50, which is rigidly secured to the engine by means of the bolts 51, as shown particuloo , The circular larly in Fig. 4:. If desired the ring may be made integral with the engine body. Rigidly secured to the base member or bed plate -10 is a ring 55, having an inturned flange 56, which is adapted to fit over and snugly r ceive'the extension 52 of the ring or flange 50, the construction being such that the two members may be rotated relatively to each other. The ring ['5 may be supported by and secured to the bed. plate 4:0 in any desired manner, but, as shown most clearly in Fig. l it is thus secured in place by means of extensions 57, formed integrally therewith, and adapted to seat upon the bed plate, suitable bolts 58 passing through these extensions 57 and being, threadedly engaged within suitable threaded openings in the base member to hold the two rigidly connected. flange 50, and the ring are so constructed and arranged that they are positioned. coaxially with. each other, and also with the extension 4 .3 at the front end of the engine, and with the crank shaft one end of which is shown. in Fig. l, as designated by the numeral 59.

This construction is such that the engine may be thus readily rotated about the axis of the extension 43 and of the members 50 and 55, provided the water supply pipe, fuel supply pipe, and the like, are not so connected as to prevent such rotation. However, as shown in Figs. 2 and 4 the normal position of the engine during operation, is substantially vertical. And the water supply pipe, the fuel supply pipe, and the exhaust pipe, are all so arranged that when they are connected up for operation of the engine, the engine is in this normally vertical position. Furthermore the set screw 46 is provided so that the extension 48 may be clamped against rotation. Also the ring 55v is provided with two bolts 65, which extend therethrough, and are threadedly engaged in suitable openings 66, within the circular flange 50, this arrangement being such that when these bolts are positioned within the passage 66, the flange 50 and the circular ring 55 are held against movement relative to each other. And inasmuch as the. ring 55 is in turn rigidly secured to the bed plate the engine is positively maintained in normally vertical operating condition. The ring 55 is preferiiibly provided with a cover plate 70, which is held. in position by means of the bolts 65, and also by means of the supplementary stud bolts 71, which are threaded into sockets within suitable lugs carried by the ring The engine, is shown, as adapted for driving an electrical generator, the armature of the generator being mounted upon the shaft- 75, which constitutes, in effect. an extension of the crank shaft 59. The shaft 75 is in driving connection with .the crank shaft through a flexible coupling which connects it to the fly wheel 76, iuountet. eranl; shaft. Any suitable type of flexible coupling may be used, but the coupling shown consists of two pins 77 carried by the fly wheel, which, when the device is assembled, are positioned within corresponding sockets in the flange member 78, which is mounted upon the shaft 7 5. The pins 77, where they extend into the sockets in the flange '78, are preii'erably surrounded with sleeves of leather thus giving a flexible coupling. But, as stated, any other satisfactory tyoe of commercially known flexible coupling may be used. If desired the shaft 75 upon the may carry a pulley, instead of the armature of generator. adapted to receive a belt or a chain through which the power of the engine may be transmitted for doing useful work. The axis of the extension 48, the flange 50 and the crank shaft 75 are preferably coincident so that the engine may be rolled over in its supports without disturbing the generator or other apparatus connected to the crank shaft.

The exhaust pipe 12. as shown particularly in Figs. 2, 3 and 5 is notprovided with a detachable coupling of such character as is shown in the fuel supply pipe and the water supply pipe. Since it is not necessary to secure such a leakless connection. in this pi pe as is the case with the fuel supply pipe and the water supply pipe, the pipe is merely arranged so that when the engine is in normally operative position the portion of the pipe which is rigidly secured to the engine will abut against the free end of that portion of the pipe which is attached to the bed plate a suitable gasket being held between the abutting ends of the two sections of the pip to prevent undesirable escape of exhaust gases through the joint. As shown particu larly in Fig. 5 that portion of the exhaust pipe which is rigidly connected to the engine is provided with. an internally threaded socket 80 in which is threadedly mounted a sleeve 81 having a flange or abutment member 82 upon the end thereof. That portion of the pipe which is rigidly secured to the bed plate, and which cooperates with the tianq'ed end 81, is also provided with a flange or abutment member 83. By means of this construction. when the engine is in vertical pojition, and the two flanges 82 and 83 are then in close juxtaposition, a sulliciently tight joint may be secured by manipulating the threaded sleeve 81 to bring those two flanges closer together, and to cause them to clamp a gasket 8st, which may of asbestos or other suitable material, sufficiently tight to prevent leakage tl'ierethrough. This construction is such that it is not necessary in breaking this joint, in order to rotate the engine about the axis of the extensions s3, and the rings 50 and 55. to manipulate a detachable coupling since upon such rotation of the engine the two sections of the exhaust pipe will merely separate. Since a tight joint is necessary in both the water supply pipe and the fuel supply pipe however, it is necessary that some type of readily detachable coupling be employed.

From the construction shown, it is evident that in order to swing the engine about its axis it only necessary to disconnect. the joint 20 in the fuel. supply pipe and the joint 32 in the water supp ypipe, run back the bolts so that the flange 50 and the ring 55 are not rigidly connected together and tnen move the engine, the extension 4-3 turn- ,ing within the passage 42 01 the standard l-l, and the'ilange 50 turning within the c operating flange 56 of the rim: 55.

This engine, like other engines of similar chaacter, has a detachable cover 90, for the crank use, access to the crank shaft, the connecting rods, the various bearings, the pistons etc. being had by 'emovingthis cover 90. As clearly shown in the drawing, with the engine positioned for operation, the cover 90 may not be removed and even it it were this would not give ready access to the connecting rods and the like. lleretofore it has been-necessary, with en "ines of this character, to completely dismantle the engine, remove it from its base, and jack it up in order to gain access to the crank case. With the type of construction described above theconnection between each end of the engine and its cooperating supporting means constitutes in effect a swivel connection, and it is merely necessary to discon nect the detachable coupling in the water pipe, the detachable coupling in the fuel supply pipe, run back the set screw 46, and remove the two bolts 65, in order to freely swing the engine about the axis of its supporting members to bring the crank case, and its cover 90, into readily accessible position. As shown in Fig. 3 when the engine is thus swung about its supports or rolled over it is preferably moved into a position sulr stantially 90 from its normal position, that is with the engine in a substantially horizontal rather than a substantially 'ertical position, but it may be caused to e.- sume any other suitable position. And as is evident from Fig. 3 when in this position it is a very simple matter to remove the cover plate 90 and gain ready access to the crank case and the parts therein.

As shown most clearly in Figs. 2, 3, and at, the ring 55 is provided with two spaced stops 100 and 101 which are positioned substantially 90 apart, and the circular flange 50 is provided with a lug 102, so positioned that as the engine is rotated about its axis this lug will be brought into contact with one or the other of the stops 100-101. These stops are so position-ed that the lug 102 will contact with the stop 101 when the engine is in substantially vertical position and will contact with the stop 100 when the engine is in'substantially horizontal position. Not only does the stop 101 serve to limit the movement of the engine as it is swung or rolled over upon the supports, but it also serves to takethe engine torque, during operation, and thus relieve the strain upon the bolts 65.

While the form of apparatus herein derribed constitutes a preferred embodiment of the invention, itis to be understood that the invention is not limited tothis precise form oi? apparatus, and that changes may be r Elle therein without departing from the scope oi the invention which is dc'lined in the appended claims.

lVhat is claimed is:

1. In a vertical engine, having a crank shaft, a connecting rod, and bearings therefor; an extension mounted at one end 01 said engine, supporting means for saidextension comprising a bearing adapted to'rotatably receive the said extension; a circular flange mounted upon the other end of said engine, and supporting means fOr said circular'flange comprising a cylindrical sleeve adaptedto rotatably'receive said circular flange, the construction being such that the engine may be swung, within the said supporting means, into'a substantially vertical or substantially horizontal position.

2. In a vertical internal combustion engine, and in combination; a'base plate for said engine; a supporting member, carried by said base plate, comprising a bearing constructed to rotatably receive an extension carried by the said engine, a second supporting member mounted upon saidbase plate, comprising a cylindrical bearing sleeve constructed for rotatablyreceivinga cooperatingcircular flange carried by said engine, and means for locking-said cylindrical sleeve and circular flange against ro tation relative to each other, said means comprising a bolt carried by the said cylindrical sleeve, anda threaded socket within said circular flange adapted to receive said bolt.

3. In a vertical engine having a crank shaft, connecting rod, bearings, and the like, therefor, and in combination; an extension mounted at one end of said engine, supporting means for said extension comprising a bearing adapted to rotatably receive said extension; a circular flange, mounted on the other end of said engine, and supporting means for said circular flange comprising a cylindrical sleeve adapted to rotatably receive said circular flange; the said extension with its bearing, and the said circular flange with its cooperating cylindrical sleeve, being substantially coaxial with the "normal axis of the crank shaft; the construction being such that the engine may be rolled about the said normal axis of the crank shaft.

4. In a vertical engine, which engine coinprises means for supporting it, constructed for permitting rolling over of said engine about said supporting means, and a fuel supply pipe having a detachable connection therein so that the sections of such fuel supply pipe may be readily disconnected to permit rolling over of said engine; an exhaust pipe comprising two sections, one carried by the portion of the engine which is adapted for rolling over, and movable With said portion, the other section being separate from the portion of the engine which may be rolled over and held stationary dur ing such rolling over, and abutting members on the cooperating ends of the two sections of said to form a suitable tight joint for the exhaust pipe When the engine is in normal position, and to readily separate when the engine is rolled over.

In testimony whereof I hereto a'tiix my signature.

HARRY F. SMITH.

exhaust pipe constructed to contact 

